Heater



E. E. HANS A oct. 7, 1,941.

HEATER 4 Sheets-Sheet l Filed oct. 26,1936

INVENTOR.

. E. HAN; A 2,258,324

HEATER Filed ct. 26,- 1936 4 Sheets-Sheet 2 u JNvENToR oct. 7, 1941. r E. E. ANS y 2,258,324

HEATER Filed Oct. 26, 1936 4 Sheets-Sheet 3 q INVENTOR heating coils.

Patented Oct. 7, 1941 UNITED STATES i PATENT OFFICE' HsTER l'dmundVl-E; Hans', Detroit, Mich.A Application October 26, 1936,` SerialNo. 107,517 c :4 crains. (o1. 25d-241) This invention relates to heaters and partic- A" Aularly to heaters of the `type used in the modern automobile for heating the` passenger compartment of the same. More specically, `the inven- `tion`relates to heaters `of the `type that use the exhaust gas of internal combustion engine to ltionvto assure the maximumheat.k being transferred to the driving compartment. i i

Another object is to provide'an auxiliary means to `heat a fluid within the heating` system, `said auxiliary means consisting of twocompartme'nts, one of` which collects the exhaustofthe engine,

rand the other contains a pluralit'yof coils for'the `fluid. rFhe above auxiliary means being insulated so that no heat is lost tothe outside air in. cold weather and insulated coil compartment'when heatis closed to said compartment.

M. Y Afurtherobject is to provide a `way of creating l. pressure to help force the 'uid through the heating system.

i `Another object is to provide a new andim- A-.prot/"ed valve which allows the ingress-and egress `of. the heatfrom the exhaust manifold into` the chamber containing the heating-.,coils'.- Said .valve having'automatic control which allows aporton of the exhaustfto .by-passte the manifoldwhen the chamber `containing the heating?` coils reaches `aniextremely hightemperature.

Another ob-`ect is to provide "an .exhaust `heat- A further object is to provide auxiliary circulating pump for independent heating system as described. ,l Another object is to provide corrugatedheating chamber with small fluid space to generate heat quickly.

A still further object is to provide a heating system thatY is self-contained at cold temperatures Awherein the fluid will circulate from the chamber containing the heating coils to a radiator in the driving compartment and then back tothe heating chamber.y This cycle repeating itself until the fluid reachesV a temperature ,high enough to controlan automatic valve that opens various conduits, while closing .others to `allow the uid to flow from the heating chamber to the radiator in the driving compartment to an inlet of the cooling system inthe engine, then `through said .engine and back to the heating chamber. This novel control of the iiuid provides a `semi-,closed system of heating wherein a comparatively small amount of fluid is heated at the start to assure a quicker heat supply and lafter reaching a high temperature, the conventional system using a portion of the cooling fluid fromt the' engine is `utilized to prevent .high pressures within theheating system.V

Another fobject is to 4proviclea means of signalling the operator whenever the heating system reaches anA excessive high temperature or danger point.

` 40 high superheated steam.

ingl chamber close to the main manifold passage,1 f

coil `bewithout coolingliquid'. i

Another object isto prevent highgtemperature super-heated steam.`

A. further object is to provide alclosediheating system without using cooling liquid in motor, but aseparate reserve tank which supplies heating liquidfor heating coils.

Another object is to provide insulated exhaust manifold and heating coilcompartment to generatethe greatest amountof heat in and around Astill further object is to provide a means of Vassuring positive circulation of the fluid within the heating system by regulating the. size of the 35 various conduits carrying the uid, in and out of the heating system, so that at high speeds or excessive heat the heating coil will create a back pressure, vapor; or low temperature steam, and retard circulation of cooling fluid preventing very A further object is to provide a means for `completely cutting off the heat from the main manifold, and the auxiliary heating chamber, by insulating the intense heat from the main manifold, so that when a valve is closed no heatcan penetratebetween the two heating cylinders, and the liquid inthe heating coils Will not be affected rby the heat in the main manifold when heat confully fromV the following more detailed description and by reference to the accompanying drawings wherein:

Fig. 1 is an assembly drawing illustrating an (55 installation of my invention.

Vantenatal in Fig. 6.

Fig. 7 is an assembly drawing showing an' tional installation of my invention.

Fig. 8 is a central sectional view of an optional heating chamber.

Fig. 9 is a central sectional View of an optional heating chamber.

Fig. 10 is a section taken on line |0|0` of Fig. 9.

Fig. 11 is a section taken substantially on line I of Fig. 7.

Fig. 12 is a central sectional Viewv of an optional heating chamber.

Fig. 13 is a fragmentary vertical section through a heating chamber .illustrating a Warning, control fora signal on a dash in a driving compartment, as shown on section Fig. 12.

Fig. 14 is a section taken substantially on line 4-14 of Fig, 12 the housing being omitted to better illustrate the valve construction.

Fig. 15 is a diagrammatic view of the driving compartment showing a means of baffling the hot air to circulate withinthe driving compartment, a yportion of which reaches the windshield and acts as a defroster.

Referring now to the drawings reference character 28 indicates an internal combustion engine of theV-type which has a conventional radiator 2| with a hose 22 at therbottom thereof, said hose 22 being the inlet to therengine 20.a pump 22a in before stated, connects the outlet of the cooling fluid from the engine 2|) to the inlet of the radiator 2|, has a thermostat 31a, assembled therein. The thermostat 31u consists of a conventional flapper valve 38 rotatably mountedwithin a sleeve housing 38 said housing being snugly tted within the hose 23. The valve 38 is operated by a bimetal coil thermostat 48. The thermostat assembly as described, is of the conventional type used in modern automobiles. The purpose is to prevent the circulation of water within the engine so that higher engine temperature may be obtained in the quickest time thereby increasing the efliciency of the engine at cold temperatures. In actual production it is not necessary to make the thermostat very accurate, that is it can open between 145 degrees F.

is interposed` between the motor lblockv 2l) and hose 23. A hose 23 connects the. top lof the radiator with the engine 20 so that thecooling fluid of the engine may circulate from the engine 20 through the hose 23 down the radiator 2| and `backto the engine through the .conduit 22 inthe let from the other bank of cylinders so that all. the exhaust empties into the compartment 26.'

An opening 3 |y at oneend of the wall 30a, allows -the exhaust to pass 'into and through the compartment 21 and out the opening 35, said opening Compartment 26 has a plurality of aligns with a suitable exhaust pipe leading to the;

mufller of the engine.

The compartments 28 and 21 are reduced in area at the high extremity, and are separated by a wall 30h. The wall 30h extends inwardly toward wall 38a. Inserted between walls 30a and V3|1b'is a valve 33 which regulates theflow of thef exhaust. When the valve is inthe position as fshown, the exhaust from the engine 2|1l comes through ports 25a, 25h, and 25o, and 29,` accumulating in compartment 26, and thenV passes through the opening 3| intocompartment 21, and

out of port to a muffler. When the valve 33 is placed in the position shown in thedotted lines 32, the exhaust will then. flow into compartment 28 directly out to theopeningt'.l

Referring to Fig. 5, the hose 23, which ashere- `be built up below thermostatic valve 38.

to 160 degrees F. The tendency is to have the thermostat open at around 160 degrees F. or thereabouts when new so that when the thermo- Vstat bimetallic strip 48 deteriorates and weakens, the valve 38 will rstill 'open within the correct limits of temperature. Whenoperating, however, as a unit ofthe heating system, the applicant has found it desirable,v4 through much experimentation, that the valve 38 should open at around 145 degrees F. and has added a coil spring 4| which is inserted between the valve 38 at the bottom flange portion of the `housing 39, the spring 4| being mountedH to theilvalve 38 at point 42. In order to make an adjustment, the spring 4I is pulled through opening 4|a, an opening in the flange portion of the housingv 39 until enough tension is provided to .hold the valve 38 in position so that it will not open before reaching the definite temperature.VV As hereinbefore mentioned, the thermostat 31a, prevents circulation of fluid in the engine 2U when said engine is below Ythe temperature set for-valve 38 to open. While the engine is running, the cooling iiuid therein is heated and expands, thereby causing a pressure against valve 38 `of the thermostat 31a. A conventional water pump 22a, is usually situated Within the .cooling system of the engine and .driven from a crankshaft by suitable belts. The operation of this pump helps to add to the pressure actuating against the valve 38. V

Experiencehas disclosed that at idling speed, and driving upfto 30 vmiles per hour, Jhardly any pressure is created by said pump. However by proper regulation or adjustmentv of thermostat spring 4|, a pressure `below valve 38 occurs which is caused by the engineV heating the cooling fluid `which assists in circulating the cooling uid through coil 45, inlet 44', and outlet 48to radiator 48. lAtV speeds above 30 miles per hour, a pressure below valve 38 is greatly increased.

In orderto secure'propercirculation in cold weather, thermostat l38 should be adjusted to begin opening at approximately degrees to 15,0degrees F. The method here described is that of a Ford V-8 engine model 1933 to 1936. This4 being a V type motor with a semi-thermo siphon cooling system assisted by an agitating pumpwhich may help slightly in circulating the cooling liquid through the above described heating system. The described' V type motor has a large body of cooling liquidand at the above temperatures the thermostatic valve 38 is slightly opened at city driving speeds. This allows a very small amount` of water to pass through l rubber conduit 23 thereby allowing a pressure to This makes possible the success of the described heating system by giving constant circulation of heating liquid. If the thermostatic 'valve-f is Vout o1' adjustment or at a lower'temperature more Water will pass through opening in valve `38 through hose' 23` into cooling radiator. This greatly reduces a flow of cooling liquid through heating tubesl45, conduits 41 and 49 therebyred'ucing the heat flow through radiator 48 blown through by fan and Amotor |23. If valve opens at lower temperaturel circulation decreases allowing water in coils to create steam causing reverse iiow to rubber conduit 43 due to lack of pressure..A t y Spring 4|- may be easily applied to the outer 'housing 39 at oneV end and secured to the pin 4|b at the `other end. The spring may be shortened orlengthened` according to the tension desired., against thermostat 40. By placing the thermostat in hot water,V valvev 38 maybe adjustedat the proper temperature above described.

By tapping into the hose 23 below the thermostat 31a and attachingv a conduit 43 to the hose 23 at one end to theinlet of the heating chamber, the cooling uid will Iiowthrough said conduit 43 into the heatingchamber'because of the pressure created by the heated water in the cylinder block and a slight agitation from pump 22a against thethermostat 38.

Referring' toFig. 2 the compartment 21 can be describedas aA heatingchamber and has a plurality of U-shaped tubes 45` situated therein. At each end of the U-shaped tubes 45` are cupshaped tubes' 44 and46 respectively. The cupshaped tube 44 connects on the inlet side of the tubes 45, said tubes 45 having their ends reduced to an openingsomewhat smaller than the outlet as shown at 50 and 5| of Fig. 4 in the drawings. The tubes 44 and 46 have restricted openings 44h and 44e respectively which are o f such size so as to allow enough fluid to pass in the heating system to obtain a maximum heat at ordinary city driving speeds. Through experimentation it has been found that at speeds ranging between 25 and 30 miles per hour a 3% `inch diameter hole y is required for the opening'44b;

. A hose. 41 connects thev outlet of the tubes 45 with `the inlet of the radiator 48. The radiator 48 has a hose `4i) connecting its outlet with a hose 22, said hose 22 being the inlet of the cooll* ingsystem of the engine 20. `Thus we have a@ portion of the cooling fluid from the engine bypass through the heating system and a constant circulation assured through said heating system by a series of Various sized 'openings which eliminate the necessity of a check valve. y

Ordinarily an air release valve is placedat the top of the radiator 46 .so that when the output of heatdrops due to thelack of Vcirculation because of air lock, the driver ofthe car vmay open the valve. drops within the heating system the liquid will circulate. It is a well known fact that the circulation causes the transfer of` heat from the exhaust gas to the driving compartment and it is the applicants aim to keep suchy circulationl constant and automatic as possible. `With this in mind the applicant has eliminated the valve as in the conventional radiators and substituted aismall opening 48a Figs.. 1 and 6, to allow any vapor or air withinithe system to escape. Atubei 59 is of sufficient length and size tol condense the vapor before reaching the radiator 2| .n lThis pre"- vents any loss of lliqud within the entire system at higher driving speed. Inthisjmanner the ap- When the pressure,` caused by vapors? fas its

Vplicant has assureda constant circulation with-I 75"? heating-system and thereby assured a. constant and successful operation of the `heating. system.

Referring to Fig. G'Ihave shown a. heating system that is self contained. The` heat generator 2 4a`i's similarto the exhaust manifold 24 shownl in Fig. 1. It differs in the fact that heating chamber 21 is contained in a tubular construction instead of a casting. A few other differences in features contained therein Will be describedglater. The heating coil contained within the heating chamber 21 has its inlet 44 connected to the outlet of radiator 48, by means of a rubber hose 52. While the outlet tube 46 is connectedwith a pump54a by means of a hose 54. The pum-p 54d`is theniconnected with the inlet of the radiator 43 by hose 54e. AThe motor |23 isvsituated behind the radiator48 and propels air through said4 radiator with a fan which is fastened to one end of the motor armature shaft the other end of which drives the pump 54a. A tank 55` is" mounted above the heating system on the cowl 56 andis the reservoir for excess fluid within the system. The tank 55 is connected with the heating system proper by a hose 51 which isl fastened at the bottom of the above mentioned tank at one end thereof while the other end terminates in the hose 54. A condenser v,tube 53a connects the topp of radiator 48 lwith the top of tan-1555 and functions similar to the tube 5-9 Fig. 1. o f From-theforegoing it may be understood that the) fluid within the heating system circulates fromthe-heating generator to the radiator with the cycle repeating itself. This assures a faster heat at the `start but the valve 33 (Fig. 2) must be operatedfto control the amount of exhaust in the generato- 1' chamber 21 a little sooner to preventvapor 'formingl in the'system. The tank 55 supplies the heating Asystem with any fluid that ymay have left the heater. during an indefinite pand@ l' f Situated within the tar1kt55 near the` conduit 51V isl a thermostat .assembly 55ai'fFig. 6(1) which operates conventional contactpoints to open and close a circuitwhich in turn controls the operation of a signal "(not shown) located on the invstrument'panel.` Further details of this will be shown in a later application now being prepared. i Referring'toFigs. Tand'llgl have provided an nassemblythat"incorporates the features of both temperatures av comparatively small amount of huid circulates from Ythe radiator -in' the driving compartment to thegenerator and repeats the cycle to allow the small rportion lof'lquidl to be heated over and over again. When 'the fluid has reached a temperatureusuallyv just below the vaporizing point a by-pass valve operates to ef- .f'ect a circulating of liquid similar'to that shown in Fig l. `As shown `in` Fig. 1'1,` a controlling having a reces`sedporti'on'53' adapted to receive a coiled bimetallic thermostat 6|. The recess 63 is somewhat'larger than the thermostat 6| and has a conduitiZ connecting said recess with the outlet rif-radiator 48by means of the hose 64 (Fig. '1). et Athe right of,` and perpendicular to, the'conduit E2 and connecting with'the re'cess 63`is a conduit that aligns with the inlet 44of the coils 45 Iocatedin the heating chamberi211 `The outlet 46 of the U-shaped coils 45; aligns with a conduit 65, which is located in a corner" offthehousing 6U and has fa tube 61 connectedfthereto. Said tube 61 is of such .diameter to receivethe hose 68.

, rectly to the recess 63.

The' radiator 48 has a conventionalelectric motor and fanassembly mounted on a bracket ,in the rear-thereof, said motorv also drives a pump 68a which sets in the inlet hose 68 between the radiator |18 and generator 21. 'I'he radiator fan motor and pump assembly'is ,similar to the construction disclosed in my co-pending application having the SeriallNo. 34,027 `and led July 31, 1935, and therefore need. not be elaborated upon.

A hose 43h coming from the outlet of the `en-l gine 25 connects with a conduit 63-of the housing 66. The conduit 69 is L-shaped andconnects with the recess portion 63 lat right angles to the conduit 65; Likewise a hose 49h connects to the hose coupling of the engine 22 at one end and then terminates lon a conduit in the housing 66, said conduit also connecting with recess portion V63directly opposite the conduit 65. A V- shaped valve 1| is interposed between the conduits 65, 69, 10 and the recess 63 in such a Way that when desirable the conduits 69 and 1li-can be closed so that the inlet 44 of the heating coils 65 connect-directly to radiator 48 by means of the hose 64, conduit 62, recess 63 and conduits 65 so that the fluid may flow from the radiator through the above mentioned channels and then through heating coils 45 to the outlet 46 through conduits 66 and 61 into the hose 68 and the pump 66aJ to the radiator 48. W'hen the fluid within the heating system has reached'a high temperature the thermostat 6| operates the valve 1| so that the conduit 65 is closed from the `recess 63 and is connected with theconduit 69 while at the same time the conduit 10 which connects to the cooling system of the engine, is connected di- The fiuid then flows from the radiator through the hose 64, conduits 62 recess 63, lconduit 10, through hose 4191iy into the engine then from the engine to the hose 43h in conduit 69 thenV to conduit 65 and inlet 44 to the coils 45 around said coils to the outlet 46, conduit 66, pipe 61 to the hose 68 which is the vinlet to the radiator 48 which is equivalent to the flow of the fluid similar to the assembly shown in Fig. 1.

Figs. 8 and 9 show optional constructions in the heat generating units from that disclosed in Fig.

.2 and similar to the type shown in Fig. 6. Referring to Fig. 8 the generator or manifold 24h has a compartment 26 which `has a plurality of open.

ings a, 25h, and 25crwhich align with exhaust ports of the engine 26. The compartment 26 acts as a mixing chamber for all the exhaust gas so that said gas may be of uniform temperature before passing through an Vopening' 12 which is` interposed between `a compartment 26 and a compartment 21h. The compartment 26 is formed by a casting 24h Which also contains the valve 33 dividing said compartment 26 from an exhaust outlet 16 located at the extreme right of casting 24h. A rib 11 projects inwardly within the passage 16 andA is situated in such a way so that valve 33 when abutted against the rib 11 closes the compartment 21h and 'opens compartment 26 so that a direct passage from the generating unit to the exhaust muffler (not shown) is effected. The heat generator as shown in Fig.

`2 has two compartments, the inlet portion from the exhaust ports is open but has a partition wall 36a to protect the heating element from direct4 .also provides regulation of' the amount of heatdirectedv against the heating element vby valve 33. Inthis construction however (Fig. 8), heating chamber 21b consists of a largefsteel `tube13 which is parallel to compartment 26 and has one end which terminates around the flange `14. 'vIhe flange 14- surrounds opening 14b which terminates in the exhaust passage 16. VThe other;end of the tube 13 receives a cup-shaped cover 13b which contains the tubes 45. AOn the outer periphery of the tube 13 and adjacent to the cover 13b is an opening 12 connecting the compartment 26 with the inside of tube 13. A tube 15 smaller in diameter is telescoped within tube 13f'an'd is fastened atone end to the inside of flange 14. The tube 15 is of such length so that it will reach to the edge of the opening 12. The heatingcoils 45 are -then inserted within the tube-'15. Holes 14e are provided in the tube 15 adjacent to the Aflange 14. These holes allow a certain amount of exhaust gas to ow through the annular con"- lduit 15b and protect the center heating chamber 21h formed by the tube 15,*from the cold outside air. The compartment 26 is insulated by suitable means usually asbestos 29|)I to retain as much of the exhaust heat as possible. i

When the valve 331s in the position shown in Fig. 8 the exhaust entering the compartment 26 flows through conduit 12 into the heating chamber 2lb out to .passage 16. When valveV 33 assumes the position shown by the dotted lines 36 the exhaust-gas will then flow directly to passage 16 and out to-mufler by suitable means.

Referring to Figs. 9 and 10 a generator is shown having a similar construction as that shown in Fig. 8 with the exception of that interposed between the inner tube 15 and the outer tube y13 is an asbestos insulator 28e inserted to act as a more eflcient heat retainer. A U-shaped baille 18 is also fitted around a. compartment 26, in this way the outside air is removed as much as possible from the exhaust chambers thereby retaining the maximum. amount of heat in the exhaust to be transmitted to the uid contained within the heating coil 45. Y l

Referring to Figs.` 12,13, and .14,.a vtype of generating unit is shown similar to' that inthe previous application'heretoforeY mentioned.- It differs somewhat in. that the heating coilsare eliminated Within the generator and vreplaced by a fluid containing cylinder 90 which is made of ltwo corrugated tubes 9| and 92 welded at their `rugations then return as shown by the arrows 8| and circulate around the outer corrugations to passage 82 and out to the muliler. In this way the lmaximum heat will be taken out from the-'exhaustfgases and transferred to the fluid contained with the heating member. Thev fluid carrying assembly is tapped at each end as at 93 and 94 so that the outlet is at `the rear of the heating system While the inlet is at Athe front, so that the fluidwill circulate toward-the outgoing exhaust or toward the coldest part of generator. Y- The valve 83 is similarto that` shown in the previous application heretofore" mentioned with the exception that a valve 84 is inserted therein and operated byk a bimetallic strip 85,so that at high speeds when the exhaust gases. are` excep- .I tionally hot, the bimetallicstrip will open the port 85a in the valve 83and allow aA portionof the exhaust gases to pass directly to the muliler. This is added as a safety measure in case the driver neglects to close the valve 83 at excessively high temperatures. Mounted on the outside of the heating generator is a thermostatic switch which is connected with a signal mounted on the dash (not shown) and operates when the temperature of the generator reaches an exceptionally high degree. It operates a light or signalling means to warn the occupant of the car to control the valve 83 in such a way as to further reduce the ow of the exhaust gases through the heating chamber. Further description of the light will be covered in an application following. The switch consists of a bimetallic strip 95 having contact point 96 and 91 suitably insulated. Wires 98 and 99 lead to a conventional hookup for any form of signal. Contact is broken until thermostat acts at high temperature to close contact points 96 and 91.

Referring to Fig. 15, I have shown a means of distributing the hot air radiating from radiator 48 through the driving compartment; I have provided an air duct 86 coming from the top of the radiator leading to the windshield, also bailles so that a certain portion of the hot air will ow upwardly toward the windshield thereby acting as a defrosting unit, and deect toward the rear of driving compartment While various other bailles may be arranged so that the rest of the air may be distributed throughout the driving compartment.

I claim:

1. A device of the character described comprising, a manifold casting having an elongated exhaust compartment therein and having a plurality of inlet openings extending through one Wall thereof to said compartment at spaced intervals therealong, said openings being aligned with and coacting with exhaust ports in an associated engine to receive exhaust gas from said engine, said manifold also having a main outlet port at one end thereof which communicates with one end of an exhaust chamber formed in an extension which is cast integrally with said manifold, the other end of said chamber being -connected to an exhaust pipe, said extension having a port formed therein intermediate of its ends, a tubular housing detachably extending between said intermediate port and a secondary outlet port in the opposite end of said manifold, an operable valve mounted in said manifold adjacent to said main outlet port which in one position closes said main outlet port and opens said intermediate port and in its other position opens said main outlet port and closes said intermediate port whereby exhaust gases from said compartment may flow directly therefrom to said exhaust pipe or may be deflected through said tubular housing before entering said exhaust pipe, a heat exchanger extending lengthwise through said tubular housing, and an inner tube extending within said housing and spaced therefrom, said inner tube being disposed around said heat exchanger and being secured to said extension member for the purpose described.

2. A device of the character described comprising, a manifold casting having an elongated exhaust compartment therein and having a :plu-

rality of inlet openings extending through one wall thereof to said compartment at spaced intervals therealong, said openings being aligned with and coacting with exhaust ports in an associated engine to receive exhaust gas from said engine, said manifold also having a main outlet port at one end thereof which communicates with one end of an exhaust chamber formed in an extension which is cast integrally with said manifold, the other end of said chamber being connected to an exhaust pipe, said extension having a port formed therein intermediate of its ends, a tubular housing detachably extending between said intermediate port and a secondary outlet port in the opposite end of said manifold, the end of said tube adjacent to said secondary port being open, an operable valve mounted in said manifold adjacent to said main outlet port which in one position :closes said main outlet port and opens said intermediate port and in its other position opens said main outlet port and closes said intermediate port whereby exhaust gases from said compartment may flow directly therefrom to said exhaust pipe or may be deiiected through said tubular housing before entering said exhaust pipe, a cap adapted to it over the open end of said tubular housing, and a heat exchanger fixed in said cap and extending lengthwise through said tube, for the purpose described. 4

3. A device of the character described comprising, a manifold casting having an elongated eX- haust compartment therein and having a plurality of inlet openings extending through one wall thereof to said compartment at spaced intervals therealong, said openings being aligned with and coacting with exhaust ports in an associated engine to receive exhaust gas from said engine, said manifold also having a main outlet port at one end thereof which communicates with one end of an exhaust chamber formed in an extension which is cast integrally with said manifold, the other end of said chamber being connected to an exhaust pipe, said extension having a port formed therein intermediate of its ends, a tubular housing detachably extending between said intermediate port and a secondary outlet port in the opposite end of said manifold, the end of said tube adjacent to said second-ary port being open, an operable valve mounted in said Amanifold adjacent to said main outlet port which in one position closes said main outlet port and opens said intermediate lport and in its other .position opens said main outlet port and closes said intermediate port whereby exhaust gases from said compartment may flow directly therefrom to said exhaust pipe or may be deflected through said tubular housing before entering said exhaust pipe, a cap adapted to fit over the open end of said tubular housing, a heat exchanger xed in said cap and extending lengthwise through said tube,

and an inner tube extending within said housing tube and spaced therefrom, said inner tube being disposed around said heat exchanger and being secured to said extension member, for the purpose described.

4. A device, as claimed in claim 3, wherein the space between said tubes is filled with heat insulating material.

EDMUND E. HANS. 

